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Mercedes‐Benz views on fuel and lubricant additives

Mercedes‐Benz views on fuel and lubricant additives FEA TURES Mercedes-Benz views on fuel and lubricant additives Max Gairing An extensive range of requirements has Engine oils, for example, have to Engine Fuels), the joint organization of to be met by today’s motor vehicles and display over 50 individual properties automotive, oil and additives producers, the same will be true in the future. This with regard to friction and wear, testing institutes and consumers. Major applies particularly to engines, gears viscosity in relation to temperature, automotive companies such as Daimler- and axles. In the European automotive engine cleanliness, avoidance of Benz AG have established their own industry these components have already residues, compatibility, application approval procedures for lubricants. achieved a high standard. Taking technology and environmental condi- Section 228.3 of Mercedes fuel and oil engines as an example, the following tions. It is impossible to achieve this specifications stipulates very high factors are of crucial importance: without a substantial range and quantity quality standards for engine oils to be of additives. l performance; used in diesel engines for commercial The additives must have no vehicles. l cost-effectiveness; detrimental effects, and one of the main Following the unsuccessful attempt to l environmental compatibility; factors to be taken into account is have requirements with regard to valve l customers’ wishes; environmental compatibility. An cleanliness in combustion engines l competitive situation. additive with a positive effect in one included in European fuel standards, the respect and a negative effect in another Requirements to be met by engines European automotive industry published would be inconceivable. For example, it include: the ACEA Fuel Charter listing would be unacceptable if a fuel additive l sufficient performance/torque; guidelines on the in-service engine tests prevented deposits on intake valves but which have to be passed by fuels con- l low fuel consumption; at the same time caused sludge taining additives. Deposits in the intake l low contaminant values; formation in engine oil. This means that system and combustion chamber must l low noise emission; fuel and engine oil additives have to be be avoided at all costs in order to prevent tested in conjunction with each other. l absolute reliability under all detrimental effects on road performance, There is only one way to determine operating conditions; fuel consumption and emission values. the quality, i.e. effectiveness of the l long life; Modern automotive engines are additives, and that is to conduct in- l low maintenance requirements particularly sensitive to deposits. service tests (using advanced complete (more than 800,000km major For gear oils we need anti-wear, engines). This is expensive but service intervals for heavy goods thermal and non-oxidizing properties unavoidable. The responsibility for the engines with up to 45,000km oil and above all frictional properties that final formulation lies exclusively with change intervals); can only be achieved with the right kind the producer. He has to determine the l high serviceability; of additives. right blend of base oils and additives. From the perspective of the l compact design; This cannot be left to the garage automotive industry it needs to be said l optimized weight; mechanic or the driver. that for many additives the speed of In today’s highly complex lubricants, l regular low oil consumption; development does not appear to be very the ratio of base oil to additive varies l no oil leakages; high. On the contrary, many additives widely. l recyclability; are used for a long time, sometimes for With lubricants, standardization of l good driveability. too long a time. This is partly due to the doped products has been common expense involved in testing, but constant practice for decades, but for fuels this Engines can only meet these aims if innovation is required here as well, with kind of standardization still seems a fuels, lubricants and coolants display a the cost/performance ratio and environ- long way off. The sparse indications to quality equivalent to that of the engine mental compatibility needing to be be found in EN 228 (European standard itself. Fuels of equivalent quality can optimized at the same time. for unleaded fuel) and EN 590 (diesel only be produced if they contain Of course, automotive producers do sufficient quantities of high-quality ash- fuel) are anything but satisfactory. The European minimum require- not require additives for their own sake. free additives alongside the suitable What we want is quality. But as things base fluid. They should also have low ments for engine oils have been determined by ACEA (the European stand at the moment additives and sulphur and low aromatic contents and Automotive Constructors Association), good volatility. quality are synonymous. Fuel additives It is up to fuel producers to choose the usually after extensive consultation with are like alloy agents in metal, they are the European lubricant and additives types and qualities of additive. both essential and indispensable. However, it is absolutely inconceivable industry. The testing methods required for them to deliver lubricants, fuels or are specified by the CEC (Co-ordinating Max Gairing is at Mercedes-Benz, coolants of the required quality without European Council for the Development Stuttgart, Germany. using additives. of Performance Tests for Lubricants and Industrial Lubrication and Tribology, Vol. 47 No. 3, 1995, p. 3, MCB University Press, 0036-8792 ILT May/June, 1995 3 http://www.deepdyve.com/assets/images/DeepDyve-Logo-lg.png Industrial Lubrication and Tribology Emerald Publishing

Mercedes‐Benz views on fuel and lubricant additives

Max Gairing
Industrial Lubrication and Tribology , Volume 47 (3): 1 – Jun 1, 1995
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Publisher
Emerald Publishing
Copyright
none
ISSN
0036-8792
DOI
10.1108/00368799510781196
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Abstract

FEA TURES Mercedes-Benz views on fuel and lubricant additives Max Gairing An extensive range of requirements has Engine oils, for example, have to Engine Fuels), the joint organization of to be met by today’s motor vehicles and display over 50 individual properties automotive, oil and additives producers, the same will be true in the future. This with regard to friction and wear, testing institutes and consumers. Major applies particularly to engines, gears viscosity in relation to temperature, automotive companies such as Daimler- and axles. In the European automotive engine cleanliness, avoidance of Benz AG have established their own industry these components have already residues, compatibility, application approval procedures for lubricants. achieved a high standard. Taking technology and environmental condi- Section 228.3 of Mercedes fuel and oil engines as an example, the following tions. It is impossible to achieve this specifications stipulates very high factors are of crucial importance: without a substantial range and quantity quality standards for engine oils to be of additives. l performance; used in diesel engines for commercial The additives must have no vehicles. l cost-effectiveness; detrimental effects, and one of the main Following the unsuccessful attempt to l environmental compatibility; factors to be taken into account is have requirements with regard to valve l customers’ wishes; environmental compatibility. An cleanliness in combustion engines l competitive situation. additive with a positive effect in one included in European fuel standards, the respect and a negative effect in another Requirements to be met by engines European automotive industry published would be inconceivable. For example, it include: the ACEA Fuel Charter listing would be unacceptable if a fuel additive l sufficient performance/torque; guidelines on the in-service engine tests prevented deposits on intake valves but which have to be passed by fuels con- l low fuel consumption; at the same time caused sludge taining additives. Deposits in the intake l low contaminant values; formation in engine oil. This means that system and combustion chamber must l low noise emission; fuel and engine oil additives have to be be avoided at all costs in order to prevent tested in conjunction with each other. l absolute reliability under all detrimental effects on road performance, There is only one way to determine operating conditions; fuel consumption and emission values. the quality, i.e. effectiveness of the l long life; Modern automotive engines are additives, and that is to conduct in- l low maintenance requirements particularly sensitive to deposits. service tests (using advanced complete (more than 800,000km major For gear oils we need anti-wear, engines). This is expensive but service intervals for heavy goods thermal and non-oxidizing properties unavoidable. The responsibility for the engines with up to 45,000km oil and above all frictional properties that final formulation lies exclusively with change intervals); can only be achieved with the right kind the producer. He has to determine the l high serviceability; of additives. right blend of base oils and additives. From the perspective of the l compact design; This cannot be left to the garage automotive industry it needs to be said l optimized weight; mechanic or the driver. that for many additives the speed of In today’s highly complex lubricants, l regular low oil consumption; development does not appear to be very the ratio of base oil to additive varies l no oil leakages; high. On the contrary, many additives widely. l recyclability; are used for a long time, sometimes for With lubricants, standardization of l good driveability. too long a time. This is partly due to the doped products has been common expense involved in testing, but constant practice for decades, but for fuels this Engines can only meet these aims if innovation is required here as well, with kind of standardization still seems a fuels, lubricants and coolants display a the cost/performance ratio and environ- long way off. The sparse indications to quality equivalent to that of the engine mental compatibility needing to be be found in EN 228 (European standard itself. Fuels of equivalent quality can optimized at the same time. for unleaded fuel) and EN 590 (diesel only be produced if they contain Of course, automotive producers do sufficient quantities of high-quality ash- fuel) are anything but satisfactory. The European minimum require- not require additives for their own sake. free additives alongside the suitable What we want is quality. But as things base fluid. They should also have low ments for engine oils have been determined by ACEA (the European stand at the moment additives and sulphur and low aromatic contents and Automotive Constructors Association), good volatility. quality are synonymous. Fuel additives It is up to fuel producers to choose the usually after extensive consultation with are like alloy agents in metal, they are the European lubricant and additives types and qualities of additive. both essential and indispensable. However, it is absolutely inconceivable industry. The testing methods required for them to deliver lubricants, fuels or are specified by the CEC (Co-ordinating Max Gairing is at Mercedes-Benz, coolants of the required quality without European Council for the Development Stuttgart, Germany. using additives. of Performance Tests for Lubricants and Industrial Lubrication and Tribology, Vol. 47 No. 3, 1995, p. 3, MCB University Press, 0036-8792 ILT May/June, 1995 3

Journal

Industrial Lubrication and Tribology – Emerald Publishing

Published: Jun 1, 1995

Keywords: ACEA; Additives; Engines; Fuels; Oils; Performance

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